Fluid-pressure brake.



F. B. FARMER & W. V. TURNER.

FLUID PRESSURE BRAKE. APPLICATION FILED SEPT. 1, 1904-.

959,128. Patented May 24, 1910.

ITNESSES INVENTORS /w W Qw/t Mm matic brake on the locomotive and make a brakes. The train brakes may then be re- UNITED STATES Pih llhlll i FRED n. BARRIER, or s'r. PAUL,

MINI'TESOTA, AND BURG, PENNSYLVANIA, .ASQSIGNGRS TO THE WESTUQTGHUUS' AIR- BEJLEJE. CUE? T "WALTER V, TUE-NEE, E535 WI T "S Amati To all whom it may concern:

Be it known that we, Fnno B. F-AnMnn and WALTER V. TURNER, citizens of the United States, residing, respectively, at St. Paul, county of Ramsey, State of Minnesota, and \Vilkinsburg, county of Allegheny, State of Pennsylvania, have invented certain new and useful Improvements in Fluid l ressure Brakes, of which the following is a specification.

This invention relates to fluid pressure (air) brake apparatus, and more particularly to a combined automatic and straight air brake equipment as applied to locomotives.

The present standard apparatus comprises, in addition to the usual main reservoir, engineers brake valve, train pipe, tri le valve, auxiliary reservoir and brake cylinder ofthe automatic system, a straight air brake valve and pipe leading to a double check valve located at a point between the triple valve and the brake cylinders, the check valve being adapted to engage one seat for closing communication from the straight air brake valve and open connnunication from the triple valve to the brake cylinders when the brakes are applied by the engineers brake valve of the automatic system, and to move to its opposite seat for closing communication from the triple valve and open communication from the straight air brake valve to the brllre cylinders. VVith this standard apparatus when the brakes are applied with the straight air or direct system, it is posslble to make a service application Wlth'tlIB automatic system and thereby greatly increase the brake cylinder pressure to such a point as to endanger the sliding of the Wheels. It is also diificult when the automatic brake is applied with the present construction to apply the straight air brake on the locomotive and tender Without first releasing the automatic brake. When the automatic brakeis applied on locomotive and train it is very desirable to be able to first release the autolication on the locomotive straight air ap but Without re easing the automatic train leased and recharged in the usual Way, while the locomotive brakes-are held plied with straight air.

Specification of Letters latent.

.cn filed heptemher 1, lw'fc.

. l Then when a sex-v lfatented. 193th Eerie Trio-2533,6 21.

ice reduction in train pipe pressure is made for upplying the automatic train brakes it is important that the pressure with which the locomotivehrakes are previously held applied with the direct system should not be increased. it is also important to he able to obtain eugroented brake cylinder pressure on the locomotive, even with the straight air brake applied, when an omen gcncy application is made with the automatic system The object of this invention is to provide means which may be applied to the present standard combined straight air and auto matic equipment whereby, first, the automatic brake on the locomotive may re leased by the application of straight air; second, the locomotive hralre cylinder pressure when applied with straight air vvill not be increased by a service :1 plicsition'oi the automatic system; and tl'iird, the emergency application of the automatic system will operate to supply additional pressure to the locomotive brake cylinders even when the straight air brake already applied. Inthe accompanying; drawing; Figure 1 is a diagram showing a combined streigi air and automatic bra-lie apparatus a" plied to a locomotive and tender; and 2 a sectional view showing the double check valve combined with our improved valve device.

As indicated in. Fig. l, the apparatus comprises the air pump 1, main reservoir 2, main reservoir pipe 3, engineers brake valve 4 having equalizing reservoir 5, trainpipe 6, branch pipe 7, triple valve 8, auxiliary reservoir 9, pipe 10 leading from the triple valve to double check valve Ll, pipes 12 leading to the brake cylinders iii, safety valve 18, straight air brake vave l i connected to the main reservoir Fey pipe 15 containing reducing valve 16, and pipe 17 leading from straight air brake valve the double check valves on both engine and ten d n standard apparatus, the construction and operation of which is ,Well understood by those familiar with the art and therefore requires no further description.

Aceordingio our improvement n'valve device operuted by pressure from the straight air brake valve is provided H *or controlli' communieetion .rrom -the c it leading all "of Which comprises the present from the triple valve to the double check valve, to the atmosphere. A preferred form of such valve device is shown more particularly in Fig. 2, wherein the same is for convenience illustrated as combined with the double check valve. According to this con struction the valve 20 controls communica tion from pipe 10 -to chamber 21 which is open to the atmosphere through ports A piston 23 is provided for operating said valve, the chamber 24 above the piston being connected With pipe 17 through passage 25, and the chamber 26 beneath the piston being open to the atmosphere through ports 27. Grooves 28 are located in the cylinder bushing around the piston 23 and the chambers 26 and 21 are preferably separated from each other by means of a diaphragmor piston 29, which may be secured on the stem of piston 23. A spring 30 acts to hold the valve 20 normally closed.

The operation of our improved device is as follows: When an ordinary service application of the brakes is made with the engineers brake valve of the automatic system, air from the triple valve flows through pipe 10, forces the valve 32 of the double check valve over against its seat 34 and passes to the brake cylinder through pipe 12, the valve 20 being held tightly closed by spring 30 and by the brake cylinder pressure in pipe 10. It, then, it is desired to re the engine brakes Without releasing the automatic train brakes, or if it is desired-to control the engine brakes by means of the straight air brake valve independently of the automatic system, the straight air brake valve is opened to supply air to pipe 17 and through passage 25 to the chamher 24.. This pressure acting on piston 23 forces the same down to its seat upon the shoulder 31 and opens the valve 20, thereby releasing air from pipe 10 to the atmosphere through chamber 21 and ports 22. The pressure in pipcl'? then moves valve 32 over to its opposite seat and opens communication from the pipe 17 to pipe 12 and the brake cylinders on the locomotive, so that the same lay then be applied or released by means of the straight air brake valve independently of the automatic system. When it is desired to release the automatic train brakes for the purpose of recharging the auxiliary reservoirs, the locomotive brakes may be held applied with straight air, the piston 23 being seated and the vent valve 20 held open. Then if the automatic brakes are again applied in service application the air Whiclris supplied from the triple valve to pipe 10 on the locomotive will escape to the atmosphere through the valve 20 and not increase the brake cylinder pressure.

If the locomotive brake should be applied with straight air when an emergency application is made With the automatic system the sudden rush of air from the triple valve through pipe 10 and valve 20 into chamber- 21 creates suiiicient pressure therein to lift the istons 29 and 23 and allow the valve 20 to c ose. The pressure in pipe 10 which is then greater than in the straight air pipe 17 shifts the check valve 32 to its opposite seat and opens communication from the a then opened around the piston 23, so that the pressure above the same is released to the atmosphere through chamber 26 and vent ports 27 and does not prevent the pistons from rising sufficiently to close valve 20. And this is an important feature, since otherwise the pistons might move up onlyt'ar enough to partially close valve 20, at which time the opposing pressures in chambore 21 and 24 would be balanced and the air from the triple valve would all escape to the atmosphere at the very time that the maximum braking pressure is required. I

It will be apparent that this feature of our invention contemplates the use of any means operated by the sudden rush of air in emergency applications for releasing the pressure from the chamber above the piston 23 or from the pipe leading from the straight air brake valve.

Having now described our invention, What We claim as new and desire to secure by Let ters Patent is 1. The combination With an automatic air brake system and a straight air brake apparatus, of means operated by air from the straight air brake valve to permit the re lease of the brake after an automatic application.

2. The combination With an automatic air brake system and a strai ht air brake apparatus, of means operated by the locomotive brake cylinder pressure when the straight air is applied, for preventing a further sup ply of air to the brake cylinder by the automatic system in service applications.

3. The combination with an automatic air brake system and a straight air brake apparatus, of means operated by the locomotive brake cylinder pressure When the straight air is applied, for venting to the atmosphere any further supply of air from the triple valve in a service application of the automatic system.

4. The combination with an automatic air brake system comprisin an engineers brake valve, train pipe, tripl e valves, and brake cylinders, of a straight air brake valve for also supplying the locoinotive brake cylinders, and means operated by pressure mm the straight air brake valve for opening seams communication to the atmosphere from the service supply from the triple valve.

5, The combination With an automatic air brake systcnrcomprising an engincers brake valve, train pipe, triple valves, and brake cylinders, of a straight air brake valve for also supplying the locomotive brake cylin ders, and a valve device having" a piston operated by airfrom the straight air brake valve for releasing the air supplied to the locon1otlve brake cylinders by the automatic system in service applications.

6. The combination with an automatic air brake system and a straight air brake apparatus, of a valve device operated by air from the straight air brake valve for opening communication from the triple valve brake cylinder supply to the atmosphere, and means operated by the sudden rush of air in emergency applications for closing said vent opening.

7. The combination With a combined automatic and straight air brake apparatus comprising an engineers brake valve, train pipe, triple valve, auxiliary reservoir, brake cylinder, straight air brake valve, anddouble check valve, of a valve device operated by air from the straight air brake valve for releasing air from the pipe or passage connecting the triple valve and double check valve,

8. The combination With a combined automatic and straight air brake apparatus comprising an engineers brake valve, train pipe, triple valve, auxiliary reservoir, brake cylinder, straight air brake valve, and double check valve, of a valve device operated by air from the straight air brake valve for releasing air from the pipe or passage connecting the triple valve and double check valve, and means operated by a sudden rush of air from the triple valve in emergency applications for closing said valve device,

9. The combination Witn a combined automatic and straight air brake apparatus comprising an engineers brake valve, train pipe, triple valve, auxiliary reservoir, brake cylinder, straight air brake valve, and donble check valve, of a vent valve for control ling communication from the triple valve side of the double check valve to the atmosphere, a piston subject to air pressure from the straight air brake valve for opening said vent valve, and a leakage port or groove adapted to be closed when the piston is seated.

10. The combination with a combined au tomatic and straight air brake apparatus comprising an enginecrs brake valve, train pipe, triple valve, auxiliary reservoir, brake cylinder, straight air hral're valve, and claw ble check valve, of a vent valve for controlling coi'nniunieation from the triple valve side or the double check valve to the atmosphere, a piston subject to air pressure from the straight air brake valve for opening said vent valve, and an ther piston subject to the sudden rush of air from the triple valve in emergency applications for moving the first piston and allowing the vent valve to close.

ll. The combinationvvith an automatic air brake system and a straight air hralre apparatus, of means operated by air from the straight air hralre valve for opening communication to said valve from the brake cylinder. I

In. testimony whereof We have hereunto set our hands.

li lil ll) l3. FARMER. TVALTER V. 'lURliElt. li itnesses as to Farmer:

Acne-s V. lilunrnv, l ltrroanns.

to Turner: EMT-111v, l i 'areirr. 

